Gas-engine



J. CHARTER. GAS. ENGINE. APPLl/{Tiou men SEPT. @119m Patented -..Ian.25, 1921.

a sains-'suur 4.

1. A CHARTER.

GAS ENGINE.

APPLICATION FILED* SEPT. 15. 1919. 1,366,445, Pat-.amd Jan. 25, 1921.

. 1.. A..CHARTER.,

GAS ENGINE. APPLlcATloN'FlLED SEPT. 15. 1919.

Patntd Jan. 25, 1921.

3 SHEETS-SHEET 3 Melilli-.l

JAMES A. CHARTER, 0F CHICAGO, ILLINOIS.

GAS-ENGINE.

Specification of Letters Patent.

Patented J an. 25, 1921.

To all whom t 'may conce/rn.'

lle it known that l, Janine A. Unseren, a citizen of the United States,residing,` at Chicago, in the county oi? look and State of Illinois,have invented a certain new and useful improvement in Gras-Engines, oiwhich the following is a specification.

This invention relates to internal combustion engines, 'iarticulfirlythose using heavy grades of 'fuel oil. lt is Well understood in the artthat when the normal operation oi an engine suclriiie air into itseli isrelied upon to here the ingoing air draw in liuel oil through thecarluireter, there are one or more periods. particularly as a largevolume of air is heinp; drawn in, When the effective oil drawini,inpower is .fcry slight, With the result that hr.-y v oil if drawn in atall Will not he properly atomized.

The object oi this invention is to provide an engine oi this class ivithindependent mechanism for forcing oil into the engine in preiL erly,liuely divided condition Whenever and wherever it is, by priorinvestigation, decided that it is Wanted.

The invent-ion consists in providing at a suitahle point in the engineintake an atom ozing or injecting apparatus controlled entirelyViudepcndentlv oiE the engine itseli lout it desired driven hy theengine itself which will at iredetermined times or points in themovement oit ie engine .fle-liver the lnoperly, finely d' 'den oil intothe engine. The inventiiui 'liurther consists in valve mechanism forcontrolling this independent iniecting` or atoiniaug mechanism to, as isdesired, vary the quantity ot materials delivered hy it to the eiigine,the device being usable on any sort ot liquid iuel, such as gasolene,kerosene, alcohol, or any ot' the fancy patented mixtur nonr on themarket.

More particularly the invention consists in any iiaitures and details ofconstruction herealfter more fully set torth in the specilication andclaims.

Referring to the drawings in which similar numerals indicate the sameparts throughout the several views,

Figure l is a side elevation in section of a sleeve valve eneineequipped with a device oi this invention. The engine mechanism itself isthe subject matter of one or two patents heretofore issued to me and apending` application Serial Number 317,701, iiled August l5, i919.

lilig'. 2 is a detail vieiv taken on the line 2-2 oit Fig. l sl'ioivingthe preferred i'orm of valve mechanism :tor controllingl the admissionoi air to the atomizer or injector, and the governing' mechanism (notappearing; in Fig. l) applied thereto.

is a vieiv corresponding to Fig. 2 oi an alternative form of valvemechanism for the same purpose.

Fig. -l shows the application oi the valve mechanism of Fig. 3 to theoil intake nozzle.

Fig. 5 is a vertical sectional view of the upper portion ot conventionalform ot puppet valve mechanism. having' the device.

of this invention applied 'thereto and showing an alternativeconstruction ot valve mechanism for controlling'the supply of air to theato iizer or injector.

Fig. 6 is a detail oiI a cam drive mechanism for actuating the valveshown in llig. 5.

Fig. nozzle.

rlhe mechanism oi this :invention may be applied to engines of this typeoi' any numher or cycles and `any number oit cylinders Without departingfrom the invention.V lin the drawings only sin glo cylinder is shown. lnthe case ot multiple cylinder engines the mechanism here snoivn oressential parts thereoiz would he duplicated.

Reilerring;v to Fig. l the conventional. iorm oi engine shown comprisesa main cylinder l0 in which travels the usual piston l2 driven hy thecrank mechanism A, in crank case 16 the intaling and exzhausting` or"air being controlled hy the rotary sleeve valve 18 driven by the gearmechanism 20, air being supplied to the top of the cylinder above thepiston through an intake pipe 22 controlled hy said valve, all as setforth in prior disclosures heretoiore referred to.

l ln applying the mechanism of this invention to the engine justreferred to the fuel intake nozzle 2a is introduced into pipe or passage22 at a point conveniently close to the engine cylinder. A constantsupply of fuel oil is maintained in a float chamber 26 supplied by apipe 28 conveniently placed 7 shows an alternative type of air Li l)adjacent to nozzle 2i. This float chamber mechanism which is a devicewell known in the art, and therefore not described in detail, is soadjusted and placed that fuel material is maintained on a level with orslightly below the upper or discharge end of nozzle 24.

Entering the pipe 22 at right angles to the top of nozzle 2e is an airpipe 30 having its discharge end or nozzle 32 immediately adjacent toand directed over the top of nozzle 2i so that when a stream ofv air isdriven through nozzle 32 over nozzlel 2liit, under the ordinary atomizerprinciple, suol-1s liquid from nozzle 2er and carries it through intothe top of cylinder l0.

The air under pressure is supplied to pipe through the valve case 34; ofFig. l which may be internally the valve mechanism of Figs. 2 or 3.rl`he air is supplied to this valve case and its inclosed valve througha pipe 36 in turn supplied from an air chamber 38 filled by an air pump39 driven by gear mechanism @i2 from the gear mechanisin 2() heretoforereferred to.

The valve device of Fig. 2 consists of the exterior casing 3i whichappears in end view Fig. l attached rigidly to the engine by anysuitable means as, for instance, the screw 36; there being in this casean adjustable rotary valve 38 which controls the passage of air frompipe 36 to pipes 30 and 30, view Fig. l attached rigidly to the engineThe designation 30aL is used to indicate diagrammatically a pipeidentical with 30 leading to another'cylinder notshown. The valve 38which thus controls the passagel of air in the nozzle or nozzles 32 is,as shown, of cylindrical form and is provided adjacent to each pipe 30or 30l which it controls with a port through which the air has to passin order to go from pipe 36 to the nozzle. Each port et() is made oftriangular form as shown, longer than the width of the entrance to theadjacent pipe 30. The cylindrical valve 36 is made reciprocatable bymechanisms to be described within the case 34 so that different portionsof this port e@ may be made to register with the intake of the adjacentpipe 30. Obviously when the wide end of this port registers with thepipe entrance and the valve 36 is rotated at a given speed there will beopportunity for greater quantity of air to pass through the port thanwhen the narrower portions of the port are passing over the entrance topipe 30. In other words, the port in valve 38 is open for a longerperiod when the wide end of the port is passing pipe 3() than when thenarrow end is passing.

It is to be noted that onek side of triangular port 40, in theparticular case here illustrated the upper side all, runs parallel tothe axis of the valve casing and the rotatable valve. In practice thevalve is so connected in relation to the engine crank shaft that thevalve always closes on this line lll, yz'. e., when the line passes olffrom port 30 when the piston in its full lowered position. As this lineal is parallel to the axis of the valve this takes place every timeregardless of the longitudinal position of the valve port. The result ofthis is that by moving the valve longitudinally the point of valveopening may be varied without changing the point of closing.

The valve 34: is open at its right hand as shown to pipe 36 in allpositions of movement. The left hand end of tho valve cylinder is closedby a head 42 to which a reciprocatable rod or shaft la is secured by anysuitable means as, for instance, nut 46 in connection with the squaredshoulder 4:8 through the cylinder head. This shaft carries a v spline5() with which it passes throughthe of the gear 56 driven by shaft 58 inturn driven in any convenient manner without novelty and so not shownfrom the crank shaft 60 of the engine. In constructing the device thegearing or other mechanism which drives this valve from the crank shaftis so arranged and proportioned that the valve 38 will rotate properlyin relation to the movement of the piston to admit air through 'thisvalve mechanism to the nozzle 32 to propel air over and consequentlydraw oil from nozzle 24 into the upper end of the cylinder l0 at theproper time in relation to the sti' e of the piston l2. For example, andpr .trably when the piston is on its down stroke 0r in its inhalationmovement.

its heretofore noted the spline 50 on shaft e insiiires the gear 52rotating the shaft and consequently the valve 38. This spline is of sucha character that the shaft 4:4 is reciprocatabie through gear 52, evenwhen rotating, to vary lthe lengthwise position of the valve 38 andconsequei'itly the ports ,LO as heretofore described, to give a strongeror weaker charge to vary the power of the engine.

Shaft la is reciprocated by the governor mechanism shown in the lefthand upper corner ol Fig. 2, the mechanism in the particular formillustrated, consisting of a conventional gear driven ily-ball governormechanism 62 which is connected to the shaft by the conventional bellcrank mechanism 64k and intervening link 66. As the lgovernor operatesin the ordina-ry manner the bell crank 64; is rocked and reciprocatesthe shaft ll() through the pin and slot connection 68. The governor isdriven by the engine by any suitable means without novelty. well knownin the art and therefcut` not shown.

(flbviously the bell crank 64 or other shiftl l (l llo positions valve38 with its Wider end ink register: with pipe 30 under heavy loadconditions and shifts to prevent acceleration of the engine to thenarrower valve opening when he load is taken olf the engine.

In the alternative valve construction of Fig. 3, a casingcorrespondingto casingl 31 is provided as before and in it is placed a rotarycylindrical valve 72 open at its right hand and closed at its left handend so that the left hand end can have the drive mechanism T11corresponding to the drive mechanism in Fig. 2 applied thereto. T hevalve mechanism 72 dill'ers however from that of Fig. in that hot air orfrom the ei;- haust of the engine is fed into cylinder 72 through a pipe7G and passes out through the other end through ports 78 and 8() throughan exhaust pipe 82, thus supplying heat to the interior of the valvemechanism, While opposite sides of the cylinder 70 are perforated tomake air intake ports 8l and S6, the latter leading to the nozzles 88corresponding to nozzle 32, and the valve cylinder I2 has diametricallythrough it triangulai` pipes 90 of a cross section substantially likeports l0 in Fig. 2 so that as cylinder is reciprocated different crosswidths of these pipes are brought in register with the intake and exitports Sfi-80 referred to, whereby air from nozzles 8 admitted by supplypipe 92 corresponding to pipe 36 is regulated in the same manner as inthe preferred construction in Fig. 2.

The object of passing hot air through the cylinder 72 around the pipes90 is to hearJ the air delivered by pipe 92 as it passes to nozzles 88,thus to assist the air in readily volatiliz/zing the heavier grades ofoil or other `l'uel drawn out of nozzle 24.

ln the construction shown in Fig. .5 a nozzle 100 is introduced into airintake passage 102 leading to puppet valve 1011. Air is supplied to thisnozzle through pipe 36 or otherwise through a pipe 106; Whosecommunication with the nozzle is controlled by a reciprocatable valve108 seatable at 110 in the obvious manner. Valve 108 is carried on arigid arm 112 which in turn carries a roller 114i supported by a cam 116driven by shaft 118. This shaft 11S, shown in detail in Fig. 6, isrotatably and reciprocatably mounted in bearings 120. It is driven fromits right hand end by spline gear mechanism identical with the mechanism5(152-54-56-58 of Fig. 2 and not shown in Fig. 6. It is reciprocatablethrough a lever mechanism 124L pivoted at 126 which may be eithergovernor or hand operated through the rod 128. Between thel bearingsshaft 118 carries' the cam 116,

which has an inclined face 130 shown in Fig.

6, but not in Fig. 5, adapted to vary its eiective diameter as regardsivieel 114 when the shaft 118 and consequently the cam is shiftedlengthwise of the shaft and to thereby vary the stroke and consequentlythe opening created by valve 108 and the 1eby vary the quantity and theperiod during which air is delivered by nozzle 100 into the cylinder. i

rlChe foregoing is the subject matter of a divisional application,Serial Number 382,874, filed lday 20 1920.

ln order not to limit this application to the particular form of airnozzle driving over an upright :fuel nozzle hertofore described analternative nozzle construction is shown in F Y in which the air issupplied to pipe 130 and the fuel is supplied to pipe 132, the dischargenozzle 134 for the oil being properly adjusted or focused Within the airnozzle 136.

rllhe special advantages of applying this invention to combustion enginecylinders are that large ports and passageways may be used fordelivering air to the engine so that there is no question Whatever aboutthe engine having a maximum volume of air in it When the piston hascompleted its doivn stroke, and that higher velocity air is separatelyprovided for atomizing heavy fuels which are not adequately handled bythe normal suction of the piston hertofore referred to.

lt is to be noted that the independent air nozzles are located inimmediate proximity to the engine cylinder so that'the atomized fuel isdelivered through the usual valve controlled cylinder port directly intothe combustion space of the cylinder instead of into the manifold as inprior constructions. rlhis direct delivery has the advantage that thefuel oils do not have a chance to con-v dense in the manifold and doesaway with all frosting of the intake pipe. lt permits the use of heavy,cheap oils. p

. Having thus described my ini-.f'ention what l claim as new and desireto secure by Letters Patent is i v 1. ln mechanism of the classdescribed, in combination with the combustion space of an internalcombustion engine provided With an air intake passage, a fuel nozzleadapted to deliver oil, an independent air nozzle adapted to take oilfrom the fuel nozzle to the combustion space, means independent of theengine intake for supplying air under pressure to said air nozzle, andmeans positively driven by the engine crank shaft for regulating theperiod of time during which air is delivered by said air nozzle inproportion to the angular rotation of the crank shaft.

2. In mechanism of the class described, in combination with thecombustion space of an internal combustion engine provided with an airintake passage, a fuel nozzle adapted to deliver oil, an independent airnozzle adapted to take oil from the fuel nozzle to the combustion space,means independent of the engine intake for supplying air under pressureto said air nozzle, and means positively driven by the engine crankshaft for varying the volume and duration of air delivery said nozzle inproportion to the angular rotation of the crank shaft.

3. In mechanism of the class described, a cylindrical valve casingprovided with intake and exhaust air ports, one of which is in thecylindrical wall of the casing, a valve member rotatable andreciprocatabie within said casing over said last mentioned port therebeing a port in the valve member adapted to intermittently register withthe air port in the cylindrical wall of the casing, one of said`registering ports being of irregular shape and larger than the otherwhereby varying the position of the valve member changes the delivery ofmaterial passed by the device.

Ll. In mechanism of the class described, a cylindrical valve casingprovided with intake and exhaust air ports, one of which is in thecylindrical wall of the casing, a valve member rotatable andreciprccatrfible within said casing over said last mentioned port therebeing:r a port in the valve member adapted to intermittently registerwith the air port in the cylindrical wall of the casing, one of saidregistering ports being of triangular form extended along the axis ofthe cylinder and larger than the other whereby varying the position ofthe valve member changes the delivery of material passed by the device.

5. In mechanism of the class described, a cylindrical valve casingprovided with intake and exhaust air ports, one of which is in thecylindrical wall of the casing, a valve member rotatable andreciprocatable within said casing over said last mentioned port therebeing a port in the valve member adapted to intermittently register withthe air port in the cylindrical wall of the casing, the port in thevalve member being larger than the other whereby varying the position ofthe valve member changes the delivery of material passed by the device.

6. In mechanism of the class described, a cylindrical valve casingprovided with intake and exhaust air ports, one of which is in thecylindrical wall of the casing, a valve member rotatable andreciprocatable within said casing over said last mentioned port therebeing a port in the valve member adapted to intermittently register withthe air port in the cylindrical wall of the casing, one of saidregistering ports being of triangular form extended along the axis ofthe cylinder' and larger than the other and located in the valve memberwhereby varying the position of the valve member changes the delivery ofmaterial passed by the device.

7. In mechanism of the class described, in combination with an engine, acylindrical valve casing having an intake port in one end and adischarge port in the cylindrical side thereof leading to the engine, acylindrical valve member inside the casing open at all times to theintake port and provided in its cylindrical wall with a port ofirregular shape and of greater area than the discharge port adapted tointermittently register with it as the valve rotates, means for rotatingthe cylindrical valve within the casing and means for reciprocating thevalve within the casing whereby the effective area of the openingthrough the cylindrical valve to the discharge port of the casing isvaried for the purposes set forth.

8. In mechanism of the class described, in combination with an engine, acylindrical valve casiii' having an intake port in one end w port in thecylind ing open atinics to the in port am provided in its cylindricalwall with a port of irregular shape and greater area than the discharge`port adai'ited to interniittei tl] register with it as the valverotates, means for rotating the u 1'ndrical valve within the casing,means for reciprocating the valve within the casin whereby the eifectivearea of the opening through the cylindrical valve to the discharge portof the casing is varied, and governor mechanism adapted to be driven bythe engine to which the valve mechanism is applied, arranged toreciprocate said valve within the cylindrical case, for the purposes setforth.

In witness whereof, I have hereunto subscribed my name in the presenceof two witnesses.

valve men' JAMES A. CHARTER.

Witnesses Dwi'cirr B. Cnnnvnn, A. RosnNTHAL.

